Automobile hydraulic shock absorber

Abstract

The utility model belongs to the technical field of automobile accessories, and particularly relates to an automobile hydraulic shock absorber which is characterized in that an oil passing hole channel is designed on a piston rod, and when an automobile runs normally and the automobile hydraulic shock absorber works, oil liquid can smoothly pass through the oil passing hole channel and enters a second throttling hole in a built-in bypass piston, so that the automobile hydraulic shock absorber can run smoothly. When the stroke of the piston rod in the automobile hydraulic shock absorber reaches the limit due to the fact that the automobile faces the limit working condition, the built-in bypass needle can accurately penetrate into the oil passing hole channel in the upper end of the piston rod to effectively block the oil passing hole channel, at the moment, circulation of oil in the piston cylinder is forcibly changed, the damping force is increased, and the damping effect is improved. By means of the design, excessive compression of the automobile hydraulic shock absorber can be effectively limited, the automobile hydraulic shock absorber is prevented from exceeding the safety range, the internal structure of the shock absorber and an overall suspension system of an automobile are protected against damage, and meanwhile it is guaranteed that the automobile can still keep stable control performance under the extreme condition.

Description

Technical Field

[0001] The utility model belongs to the technical field of automobile accessories, and particularly relates to an automobile hydraulic shock absorber. Background Art

[0002] With the rapid development of the automotive industry, consumers have increasingly higher expectations for vehicle comfort, handling, and safety. As an important component of the vehicle suspension system, the performance of automotive shock absorbers directly affects the vehicle's ride quality. Problems and shortcomings of existing automotive shock absorbers: While existing automotive shock absorbers can provide shock absorption and buffering to a certain extent, they still have some shortcomings. For one thing, traditional automotive shock absorbers are prone to overcompression when faced with complex road conditions and high-intensity use. This not only affects the shock absorption effect but can also damage the vehicle's structure and components, reducing its service life and safety. Furthermore, most automotive shock absorbers currently on the market lack progressive compression limiters and hydraulic tension buffering devices. For example, shock absorbers without hydraulic limiters generate significant impact forces during the limitering process, affecting ride comfort and vehicle stability. Some shock absorbers limit the compression stroke by adding external mechanical limiters, but this approach not only increases the difficulty of installation and maintenance but can also affect the shock absorber's operating efficiency and reliability. Utility Model Content

[0003] The utility model aims to provide an automobile hydraulic shock absorber, through which the degree of compression can be accurately controlled in the extreme stroke, thereby avoiding damage to components caused by excessive compression and ensuring that the shock absorber can still provide stable performance under various extreme working conditions.

[0004] The research and development history of this utility model: Since the launch of new energy vehicles, in order to ensure a series of usage requirements such as endurance, the quality of vehicles has been continuously increased. The continuous advancement of materials science and manufacturing technology requires continuous innovation and development of automobile shock absorber technology. In addition, consumers' pursuit of driving experience has also prompted suspension manufacturers to continuously improve the performance of vehicles, which requires shock absorbers to have more precise control and more efficient driving performance. In order to meet consumers' requirements for automobile comfort, handling and extreme performance, suspension automobile manufacturers have been working hard to improve and optimize the suspension system of the car. High-performance shock absorbers have become an urgent need of the market, especially shock absorbers that can effectively solve the compression buffer segmented progressive and rebound limit hydraulic buffering functions. The optimization of the built-in compression limit structure will provide a better foundation for the application of these technologies. In order to overcome the shortcomings of existing automobile shock absorbers and meet the market demand for high-performance shock absorbers, this utility model proposes a high-performance automobile shock absorber with a built-in compression limit and tension hydraulic buffer structure, aiming to provide better shock absorption effect, higher reliability and better driving experience. The high-performance shock absorber proposed by the utility model has a built-in progressive compression limit structure, which can provide good shock-absorbing and buffering effects while ensuring the stability and safety of the vehicle under various driving conditions, thereby improving the overall quality and market competitiveness of the vehicle. The shock absorber proposed by the utility model can better adapt to the development of the existing automobile industry by designing a built-in compression limit structure. This structure can be better integrated with the shock absorber body, thereby improving the performance of the shock absorber and the driving stability of the vehicle.

[0005] The research and development process of the utility model invention of this application:

[0006] In order to adapt to the people's increasingly higher requirements for automobile comfort and handling brought about by the continuous development of the automobile industry, and to meet the needs of some automobile sports and automobile aftermarket modifications, the R&D team is committed to improving the performance of automobile shock absorbers and enhancing vehicle driving performance and handling.

[0007] During the R&D process, the team first conducted in-depth research on existing shock absorber technology and its existing problems. We discovered that, during use, if the piston's range of motion is not effectively controlled, it can easily lead to excessive compression, which in turn can cause reduced damping effectiveness, overheating of the internal working cylinder, oil emulsification, increased wear of cylinder components, and shock absorber wear.

[0008] To solve this problem, the team proposed the innovative idea of ​​setting the coil spring on the outside of the piston cylinder. This not only provides stable elastic support, but also prevents the spring from direct contact with the oil, reducing corrosion and wear of the spring.

[0009] Addressing the critical requirements of compression limiters and tension hydraulic buffering, extensive experimentation and analysis ultimately led to the finalization of a design utilizing a needle fixed to the upper interior of the piston barrel and threaded into the upper lug, along with a removable compression limiter piston mounted within the piston assembly. The tension hydraulic limiter is located at the rebound end of the piston. This unique design precisely limits the piston's compression stroke and tension hydraulic buffering during shock absorber operation, effectively preventing damage to the shock absorber caused by overcompression. This design also enhances the shock absorber's linear operation at both compression and tension limits, improving driving safety and overall handling, and assisting the suspension in accommodating fast vehicle driving.

[0010] For the stretching limit part, we introduced the innovative design of stretching buffer components and built-in bypass needles. By continuously adjusting and optimizing their coordination with other components, we ensure that effective hydraulic buffering can be provided during the stretching process of the shock absorber to prevent damage caused by excessive stretching.

[0011] To ensure component connectivity and coordination, we meticulously designed the contact and securing methods for the tension buffer assembly, built-in bypass piston, rebound valve plate assembly, piston, and compression valve plate assembly. After repeated testing, we determined that nuts secure these components to the piston rod, enabling stable and precise reciprocating motion within the piston barrel based on varying resistance levels.

[0012] To achieve more flexible and precise damping adjustment, we set up an oil hole on the piston rod and conducted in-depth research on the flow characteristics of the oil in different strokes. After many experiments and improvements, we determined the path of the oil from the oil hole to the built-in bypass piston throttle hole in the normal stroke, and the mechanism by which the built-in bypass needle penetrates the piston rod hole to change the oil flow path in the extreme stroke.

[0013] In the selection of materials, we comprehensively considered factors such as strength, wear resistance, corrosion resistance and lightweight, and selected high-strength, lightweight alloy materials to make key components such as piston cylinder and piston rod to improve the performance and durability of the shock absorber.

[0014] Throughout the R&D process, we fully utilized a combination of advanced computer simulation technology and actual track testing. We simulated and analyzed the performance of different design schemes, then verified and optimized them on the actual track, continuously improving and perfecting the various performance indicators of the shock absorber.

[0015] After a long and arduous research and development process, we finally successfully developed this high-performance competitive (racing) car shock absorber with built-in compression limiter and tension limiter structure, providing a more excellent shock absorption solution for racing sports.

[0016] In order to achieve the above objectives, the present invention adopts the following technical solutions:

[0017] Provided is an automotive hydraulic shock absorber, comprising a damping device and a spring assembly, the damping device comprising a piston cylinder, a piston rod disposed in the piston cylinder, the piston rod extending downwardly out of the piston cylinder, an oil seal assembly disposed between the bottom of the piston cylinder and the piston rod, an upper lifting ear assembly disposed at the upper end of the piston cylinder, and a lower lifting ear assembly disposed at the lower end of the piston rod, a piston and a built-in bypass piston disposed in the piston cylinder, the piston and the built-in bypass piston being respectively sleeved on the upper end of the piston rod in upper and lower positions, the outer wall of the piston matching the inner wall of the piston cylinder, and a gap being provided between the outer wall of the built-in bypass piston and the inner wall of the piston cylinder; a first throttle hole disposed in the piston, a second throttle hole disposed in the built-in bypass piston, and an oil passageway disposed inside the upper end of the piston rod, one port of the oil passageway being located at the top end of the piston rod, and the other port being connected to the second throttle hole, a built-in bypass needle disposed on the lower side of the upper lifting ear assembly, and being capable of blocking the oil passageway as the piston rod moves upward, so that oil no longer flows through the second throttle hole.

[0018] Preferably, the spring assembly includes a spring sleeved outside the piston cylinder and the piston rod, the outer wall of the piston cylinder is provided with a thread, a spring adjustment disk is screwed on the upper part of the piston cylinder, and a spring combination support is sleeved on the lower part of the piston rod; a silent tube sleeve group is also sleeved outside the piston cylinder and clamped on the spring.

[0019] Preferably, a rubber buffer pad is sleeved on the piston rod at a position above the spring assembly support.

[0020] Preferably, a pressure buffer device is further included, and the pressure buffer device includes a nitrogen tank, and the nitrogen tank is connected to the interior of the piston cylinder through an oil pipe.

[0021] Preferably, an elbow assembly is provided on the upper lifting ear assembly, an adjustable valve seat is provided on the nitrogen tank, a compression adjustment button is provided on the adjustable valve seat, the adjustable valve seat is connected to a pipe joint assembly, and the oil pipe is connected between the elbow assembly and the pipe joint assembly; a nitrogen tank cover is provided at the rear end of the nitrogen tank, and an air chamber piston is provided in the nitrogen tank.

[0022] Preferably, the upper lifting ear assembly includes an upper lifting ear, a bushing is provided in the ear hole of the upper lifting ear through a retaining spring; an upper plate is provided on the upper part of the upper lifting ear, and an upper plate spacer is provided between the upper plate and the upper lifting ear, and a sealing rubber ring is provided between the upper plate spacer and the ear hole of the upper lifting ear.

[0023] Preferably, the lower lifting ear assembly includes a lower lifting ear arranged at the lower end of the piston rod, and a lifting ear extension tube is sleeved on the portion of the piston rod located on the upper side of the lower lifting ear; a cross pin is provided in the ear hole of the lower lifting ear, and a cross pin retaining ring is provided on one side of the ear hole of the lower lifting ear.

[0024] Preferably, a rebound valve plate group is provided between the piston and the built-in bypass piston, and a tension buffer assembly is provided on the lower side of the built-in bypass piston; a compression valve plate group is provided on the upper side of the piston, and a nut screwed on the piston is provided on the upper side of the compression valve plate group.

[0025] Preferably, the oil seal assembly includes an oil seal frame and an oil seal frame cover provided at the lower end of the piston cylinder.

[0026] Preferably, a built-in bypass ring is provided on the top of the piston cylinder.

[0027] The installation and working method of this automobile hydraulic shock absorber is as follows:

[0028] 1. Installation and connection:

[0029] Initial installation: Install and fix the upper plate, upper lifting ear, sealing rubber ring, upper plate spacer, retaining ring and other components in the corresponding positions and methods; set the coil spring on the outside of the piston cylinder; in the compression limit component, the built-in bypass needle is fixed on the top of the inside of the piston cylinder and fixed to the upper lifting ear through threads; the tension buffer assembly is set on the piston rod inside the piston cylinder as a movable component.

[0030] Component assembly: Make the tension buffer assembly contact with the boss of the piston rod, the tension buffer assembly contact with the built-in bypass piston, the built-in bypass piston contact with the rebound valve plate group, the rebound valve plate group then contact with the piston, the piston contact with the compression valve plate group, and then use nuts to fix these components to the piston rod.

[0031] Coordination between the piston rod and the piston cylinder: There is an oil hole on the piston rod. During the normal stroke, the oil can pass through the oil hole and smoothly enter the throttle hole of the built-in bypass piston. At the extreme stroke, the built-in bypass needle will penetrate the hole of the piston rod, thereby blocking the oil hole and allowing the oil to pass through the V-groove throttle hole of the piston.

[0032] 2. Functions and effects of main components

[0033] Tensile buffer assembly and built-in bypass needle: During the operation of the shock absorber, they play the role of compression limiter and tensile hydraulic buffer. When the shock absorber is subjected to large compression or tensile force, it can limit the range of motion of the piston and protect the shock absorber and the vehicle structure from excessive impact.

[0034] Spring adjustment plate: used to adjust the relevant parameters of the spring to adapt to different road conditions and vehicle performance requirements.

[0035] Oil seal frame, oil seal frame cover, and silent pipe set: they play the role of sealing, protection and noise reduction, ensuring the normal operation of the shock absorber and reducing working noise.

[0036] Rubber buffer pads: provide additional cushioning effect to reduce the impact of vibration on components.

[0037] 3. Working process:

[0038] During vehicle driving, especially in competitive (racing) scenarios, when the wheels encounter strong bumps, impacts, or dynamic changes during high-speed driving:

[0039] Compression stage: When the wheel is subjected to an upward impact force, the piston rod moves downward under pressure. The compression valve plate group is compressed first to provide initial buffering. Then, the piston, rebound valve plate group, built-in bypass piston and tension buffer assembly are squeezed in turn. The oil passes through the oil hole of the piston rod and enters the throttle hole of the built-in bypass piston, generating a certain damping force. The compression valve plate group creates resistance to the flow of oil, further consuming energy to achieve a shock absorption effect. In the extreme compression stroke, the built-in bypass needle blocks the oil hole of the piston rod, and the oil passes through the V-groove throttle hole of the piston, increasing the damping force to cope with extreme impacts.

[0040] Stretching stage: When the wheel is subjected to downward pulling force, the piston rod rebounds upward. The rebound valve plate group plays a certain resistance role, slowing down the rebound speed. The oil flows back through the corresponding channel to generate damping force again to ensure the smoothness of the rebound. The stretching buffer component also plays a role in buffering and limiting excessive stretching during the stretching process.

[0041] 6. Nitrogen tank setting: The nitrogen tank isolates nitrogen from oil through the air chamber piston to ensure the stability of nitrogen and the performance of the shock absorber.

[0042] 7. Adjustment and Adaptation: By adjusting the compression adjustment knob, the compression and rebound characteristics of the shock absorber can be fine-tuned to meet the needs of different track conditions and driving styles.

[0043] The automotive hydraulic shock absorber has the following advantages when used in automobiles (racing cars):

[0044] Through the coordinated work of the above components, this high-performance competitive (racing) car shock absorber with built-in compression limit and tension limit structures can effectively control the movement stroke of the piston, provide excellent shock absorption effect, adapt to the high requirements of the competitive (racing) environment, and enhance the vehicle's handling performance and driving stability.

[0045] Throughout the entire operating process of the automotive hydraulic shock absorber, various components work together to enable the shock absorber to provide excellent shock absorption performance, ensuring the stability, controllability and safety of competitive (racing) cars under high-speed and intense driving conditions.

[0046] When a vehicle's wheels encounter bumps or vibrations during driving, the piston rod reciprocates within the cylinder. The various components work together to adjust the damping force through the compression valve plate assembly, rebound valve plate assembly, and internal bypass piston assembly, thereby achieving the desired shock absorption effect. The compression limiter effectively controls the piston's compression stroke, preventing damage to the shock absorber caused by excessive compression.

[0047] In actual racing applications, the shock absorber of this utility model is installed in the car's suspension system. When the car is traveling at high speed on the track, the shock absorber's piston rod rapidly reciprocates within the piston cylinder. For example, when cornering at high speed, the car body tilts to one side, subjecting the shock absorber to strong compression. At this point, the built-in compression limiter comes into play, limiting excessive compression of the shock absorber. Simultaneously, the oil, flowing through the precisely designed oil circuit, generates appropriate damping force, helping the car body maintain a stable posture, reducing roll, and improving cornering speed and handling precision.

[0048] When a car makes a leap or encounters a strong bump, the shock absorber may reach its limit of extension. At this time, the extension buffer component and the built-in bypass pin work together to provide strong extension resistance, preventing the suspension from overstretching, ensuring that the wheels always maintain good contact with the ground, and maintaining the vehicle's traction and handling.

[0049] During the race, based on the characteristics of the track and the feedback from the drivers, technicians can quickly adjust the damping characteristics of the shock absorber through components such as the compression adjustment knob 29 and the spring adjustment disk 7 to adapt to different race stages and driving requirements.

[0050] By means of the high-performance competitive (racing) automobile shock absorber of the utility model, the racing car can show excellent performance and stability under various extreme conditions, providing strong support for the driver to achieve better racing results.

[0051] Compared with the prior art, the beneficial effects of the present invention are:

[0052] The automotive hydraulic shock absorber field has achieved significant innovation and performance improvements, mainly reflected in the following aspects:

[0053] 1. Precise limit control:

[0054] The innovative design features built-in compression and tension limiters. One compression limiter is fixed to the upper portion of the piston barrel and secured to the upper lifting lug thread, while the other is movably positioned within the barrel. Combined with the piston rod's oil hole and built-in bypass needle, this precisely controls the degree of compression during extreme travel, preventing damage to components caused by excessive compression while ensuring stable performance under extreme operating conditions. The tension buffer assembly and built-in bypass needle act as both a limiter and a buffer during the tension stroke, effectively controlling the extension range and enhancing the shock absorber's stability and reliability during the rebound phase.

[0055] The hydraulic shock absorber features an oil passageway on the piston rod. Under normal vehicle driving conditions, oil flows smoothly through the passageway and into the second throttle hole in the built-in bypass piston, achieving smooth and appropriate damping adjustment, ensuring the vehicle's comfort and handling during normal driving. However, when the vehicle faces extreme operating conditions, such as severe collisions or high-speed jumps, causing the piston rod's travel to reach its limit, the built-in bypass needle precisely penetrates the oil passageway at the upper end of the piston rod, effectively blocking the passageway. At this point, the oil flow in the piston cylinder is forced to reroute through the first throttle hole in the piston, reducing the oil flow rate and increasing the damping force. This design effectively limits excessive compression of the hydraulic shock absorber, preventing it from exceeding a safe range, protecting the shock absorber's internal structure and the vehicle's overall suspension system from damage, while ensuring the vehicle maintains stable handling performance under extreme conditions.

[0056] 2. Optimized damping adjustment:

[0057] The piston rod is equipped with an oil hole. During normal travel, the oil flows through a specific path to achieve smooth damping adjustment. During extreme travel, the oil flow direction is changed to increase the damping force. This intelligent oil circuit switching mechanism enables the shock absorber to provide just the right damping force according to different driving conditions, greatly improving the suspension adaptability of the car during high-speed driving and intense maneuvers.

[0058] 3. High-performance component collaboration:

[0059] The tensile buffer assembly is in precise contact and works in coordination with the built-in bypass piston, rebound valve plate group, piston and compression valve plate group, and is fixed to the piston rod by a nut, achieving precise reciprocating motion in the piston cylinder according to the size of the resistance, significantly improving the response speed and working efficiency of the shock absorber.

[0060] 4. Comprehensive performance improvement:

[0061] The design of the entire shock absorber integrates advanced concepts from fluid mechanics, materials science, and automotive component technology. The synergistic effect of various components enables the shock absorber to respond quickly under complex and changing track conditions, providing excellent shock absorption effect, greatly improving the car's handling stability, ride smoothness, and grip.

[0062] 5. Reliability and durability:

[0063] High-quality material selection and precise manufacturing process, combined with reasonable structural design, effectively reduce wear and fatigue between components, extend the service life of the shock absorber, reduce maintenance costs, and enable it to maintain reliable performance in the high-intensity competitive racing environment.

[0064] To sum up, the automobile hydraulic shock absorber of the utility model is a high-performance shock absorber for competitive (racing) automobiles. Through the built-in compression limit and tension limit structures and the optimized coordination of various components, it brings all-round performance improvement to the suspension system of the racing car and promotes the development of automobile shock absorption technology in the competitive field. BRIEF DESCRIPTION OF THE DRAWINGS

[0065] The accompanying drawings are used to provide a further understanding of the present invention and constitute a part of the specification. Together with the embodiments of the present invention, they are used to explain the present invention and do not constitute a limitation of the present invention. In the accompanying drawings:

[0066] Figure 1 The figure is a structural diagram of an embodiment of the automobile hydraulic shock absorber of the present utility model.

[0067] Figure 2 The figure is a schematic diagram of the internal structure of an embodiment of the automobile hydraulic shock absorber of the present utility model.

[0068] Figure 3 This is a structural diagram of an embodiment of the automobile hydraulic shock absorber of the utility model under normal stroke state.

[0069] Figure 4 This is a schematic diagram of the internal structure of an embodiment of the automobile hydraulic shock absorber of the utility model under normal stroke state.

[0070] Figure 5 This is a schematic structural diagram of an embodiment of the automobile hydraulic shock absorber of the utility model under the limit stroke state.

[0071] Figure 6 This is a schematic diagram of the internal structure of an embodiment of the automobile hydraulic shock absorber of the utility model under the limit stroke state.

[0072] In the figure, the reference numerals indicate:

[0073] 1-upper plate, 2-upper lifting ear, 3-sealing rubber ring, 4-upper plate spacer, 5-circlip, 6-built-in bypass needle, 7-spring adjustment plate, 8-spring, 9-piston cylinder, 10-piston rod, 11-nut, 12-compression valve plate assembly, 13-piston, 14-rebound valve plate assembly, 15-built-in bypass piston, 16-tension buffer assembly, 17-oil seal frame, 18-oil seal frame cover, 19-silent pipe sleeve, 20-rubber buffer pad, 21-spring combination support, 22-lifting ear extension tube, 23-lower lifting ear, 24-cross pin, 25-cross pin retaining ring, 26-elbow assembly, 27-oil pipe, 28-pipe joint assembly, 29-compression adjusting knob, 30-adjustable valve seat, 31-nitrogen tank, 32 air chamber piston, 33-nitrogen tank cover, 34-built-in bypass mark ring. DETAILED DESCRIPTION

[0074] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0075] In one embodiment, a hydraulic shock absorber for an automobile is provided. Figure 1-6 As shown, the automobile hydraulic shock absorber includes a damping device and a spring assembly. The shock absorption function is achieved by the spring assembly, and the vibration of the spring is attenuated by absorbing energy through the damping device. The damping device includes a piston cylinder 9. The piston cylinder 9 serves as a core container to accommodate various moving parts. The interior of the piston cylinder 9 is also used to accommodate oil. A piston rod 10 is provided in the piston cylinder 9. The piston rod 10 is a key component for power transmission. The piston rod 10 extends downward to the outside of the piston cylinder 9. An oil seal assembly is provided between the bottom of the piston cylinder 9 and the piston rod 10. The oil seal assembly is used to seal the bottom of the piston cylinder 9 and to form a seal with the piston rod 10. When the piston rod 10 slides up and down relative to the piston cylinder 9, no oil leakage will occur. An upper lifting ear assembly is provided at the upper end of the piston cylinder 9, and a lower lifting ear assembly is provided at the lower end of the piston rod 10. The upper lifting ear assembly seals the top of the piston cylinder 9. The upper lifting ear assembly is also used to provide a stable suspension connection position. The automobile hydraulic shock absorber is suitable for use in high-performance racing cars. The lower lifting ear assembly realizes the connection of relevant components on the racing car at the bottom.

[0076] A piston 13 and a built-in bypass piston 15 are provided in the piston cylinder 9. The piston 13 and the built-in bypass piston 15 are used to control the flow of oil inside the piston cylinder 9 and the generation of damping force, and adjust the oil channel under specific working conditions to change the damping force. The piston 13 and the built-in bypass piston 15 are respectively sleeved on the upper end of the piston rod 10 in the upper and lower positions. The outer wall of the piston 13 matches the inner wall of the piston cylinder 9 to form a sealed contact, and there is a gap between the outer wall of the built-in bypass piston 15 and the inner wall of the piston cylinder 9; a first throttle hole is provided in the piston 13. When the piston rod 10 moves upward, the oil flows from the upper side of the piston 13 to the lower side through the first throttle hole, The oil then flows downward through the gap between the outer wall of the built-in bypass piston 15 and the inner wall of the piston tube 9; a second throttling hole is provided in the built-in bypass piston 15, and an oil passage is provided inside the upper end of the piston rod 10. The upper end of the piston rod 10 is hollow to form the oil passage. One port of the oil passage is located at the top of the piston rod 10, and the other port is provided on the side wall. This port on the side wall is connected to the second throttling hole in the built-in bypass piston 15. When the piston rod 10 moves upward, the oil on the upper side of the piston 13 in the piston tube 10 can enter the second throttling hole from the oil passage provided at the upper end of the piston rod 10 and flow downward through the second throttling hole. A built-in bypass needle 6 is provided on the lower side of the upper lifting ear assembly. The thickness of the built-in bypass needle 6 matches the oil passage. As the piston rod 10 moves upward to a certain position, the built-in bypass needle 6 can block the oil passage so that the oil no longer passes through the second throttling hole in the built-in bypass piston 15.

[0077] The oil circuit design of the automotive hydraulic shock absorber operates as follows: an oil passage is designed in the piston rod 10. Under normal vehicle driving conditions, when the hydraulic shock absorber is operating, oil can smoothly pass through the oil passage and enter the second throttle hole in the built-in bypass piston 15, thereby achieving smooth and appropriate damping adjustment, ensuring the vehicle's comfort and controllability during normal driving. However, when the vehicle faces extreme operating conditions, such as a strong collision or high-speed jump, causing the stroke of the piston rod 10 in the automotive hydraulic shock absorber to reach its limit, the built-in bypass needle 6 will accurately penetrate the oil passage at the upper end of the piston rod 10, effectively blocking the oil passage. At this time, the flow of oil in the piston cylinder 9 is forced to reroute, passing through the first throttle hole in the piston 13, reducing the oil flow rate and increasing the damping force. This design effectively limits excessive compression of the automotive hydraulic shock absorber, preventing it from exceeding the safe range, protecting the internal structure of the shock absorber and the vehicle's overall suspension system from damage, while ensuring that the vehicle maintains stable control performance under extreme conditions.

[0078] In addition, the first throttle hole in the piston 13 can be designed as a V-groove throttle hole. The characteristic of this throttle hole is that the contact area between the oil and the piston 13 is significantly increased, thereby generating a stronger damping force.

[0079] Existing racing car shock absorbers lack an effective hydraulic buffering mechanism, and are unable to quickly and smoothly adjust the damping force during severe compression and extension movements. Under complex track conditions, the compression and extension stroke control is not precise enough, affecting the shock absorption effect and vehicle handling stability. In addition, traditional shock absorbers are prone to excessive compression and extension under extreme conditions, leading to component damage and performance degradation.

[0080] Furthermore, in another embodiment, Figure 1-6 As shown, the spring assembly of the automobile hydraulic shock absorber includes a spring 8 sleeved outside the piston cylinder 9 and the piston rod 10, and the main elastic support is provided by the spring 8. The outer wall of the piston cylinder 9 is provided with a thread, and a spring adjustment disk 7 is screwed on the upper part of the piston cylinder 9. The spring adjustment disk 7 can achieve fine-tuning of the performance of the spring 8. A spring combination support 21 is sleeved on the lower part of the piston rod 10, and the spring combination support 21 provides stable support for the spring 8. A silent pipe sleeve 19 is also sleeved outside the piston cylinder 9 and is clamped on the spring 8. The middle part of the silent pipe sleeve 19 is provided with an outer flange clamped in the spring 8. The silent pipe sleeve 19 can reduce the working noise.

[0081] Furthermore, in another embodiment, Figure 1-6 As shown, the automobile hydraulic shock absorber is provided with a rubber buffer pad 20 on the upper side of the spring assembly support 21 at the piston rod 10. The rubber buffer pad 20 is used to absorb impact energy.

[0082] Furthermore, in another embodiment, Figure 1-6 As shown, the automobile hydraulic shock absorber also includes a pressure buffer device, which includes a nitrogen tank 31. The nitrogen tank 31 is connected to the interior of the piston cylinder 9 through an oil pipe 27. Nitrogen is filled in the nitrogen tank 31 to provide additional pressure support. The oil pipe 27 is responsible for the transmission of oil between the piston cylinder 9 and the nitrogen tank 31, thereby improving the buffering stability performance of the automobile hydraulic shock absorber.

[0083] Furthermore, in another embodiment, Figure 1-6 As shown, the automobile hydraulic shock absorber is provided with an elbow assembly 26 on the upper lifting ear assembly. The elbow assembly 26 is a 45-degree elbow for guiding the flow of oil and connecting the oil pipe 27. An adjustable valve seat 30 is provided on the nitrogen tank 31. The adjustable valve seat 30 realizes the adjustability of the damping. A compression regulating knob 29 is provided on the adjustable valve seat 30. The compression characteristic, that is, the opening, can be adjusted according to the use conditions through the compression regulating knob 29; the adjustable valve seat 30 is connected to the pipe joint assembly 28, which is used to connect the oil pipe 27 and ensure the tightness of the oil pipe connection. The oil pipe 27 is connected between the elbow assembly 26 and the pipe joint assembly 28; a nitrogen tank cap 33 is provided at the rear end of the nitrogen tank 31. The nitrogen tank cap 33 protects the internal sealing of the nitrogen tank 31. An air chamber piston 32 is provided in the nitrogen tank 31. The air chamber piston 32 is used to separate nitrogen and oil.

[0084] Furthermore, in another embodiment, Figure 1-6 As shown, the upper lifting ear assembly of the automobile hydraulic shock absorber includes an upper lifting ear 2, which provides a stable suspension connection position. A bushing is provided in the ear hole of the upper lifting ear 2 through a retaining spring 5, and the bushing plays a role in reducing wear; an upper plate 1 is provided on the upper part of the upper lifting ear 2, and the upper plate 1 serves as a connection point with the vehicle body, and plays a role in transmitting and dispersing force. An upper plate spacer 4 is provided between the upper plate 1 and the upper lifting ear 2, and the upper plate spacer 4 plays a role in isolation and protection. A sealing rubber ring 3 is provided between the upper plate spacer 4 and the ear hole of the upper lifting ear 2, and the sealing rubber ring 3 plays a buffering role.

[0085] Furthermore, in another embodiment, Figure 1-6 As shown, the lower lifting ear assembly of the automobile hydraulic shock absorber includes a lower lifting ear 23 provided at the lower end of the piston rod 10. The lower lifting ear 23 fixes and connects the racing car suspension components, and a lifting ear extension tube 22 is sleeved on the portion of the piston rod 10 located above the lower lifting ear 23. The lifting ear extension tube 22 supports the spring assembly support 21 to meet specific installation requirements; a transverse pin 24 is provided in the ear hole of the lower lifting ear 23, and is connected to the vehicle frame through the transverse pin 24; a transverse pin retaining ring 25 is provided on one side of the ear hole of the lower lifting ear 23 to prevent the transverse pin 24 from loosening.

[0086] Furthermore, in another embodiment, Figure 1-6 As shown, a rebound valve plate assembly 14 is positioned between the piston 13 and the internal bypass piston 15 of this automotive hydraulic shock absorber. This rebound valve plate assembly 14 comprises multiple stacked valve plates, which control the flow of oil, controlling both flow rate and pressure. The rebound valve plate assembly 14 isolates the piston 13 and the internal bypass piston 15, maintaining a certain distance between them. It also provides positioning and shock absorption for the piston 13 and the internal bypass piston 15. A tension buffer assembly 16 is located below the internal bypass piston 15. This cushioning assembly provides cushioning and position limiting during the shock absorber's extension process. A compression valve plate assembly 12, also comprising multiple valve plates, is located above the piston 13. A nut 11 is screwed onto the piston and secures the piston assembly. The compression valve plate assembly 12, piston 13, and rebound valve plate assembly 14 work together to precisely control the flow of oil and the generation of damping force.

[0087] Furthermore, in another embodiment, Figure 1-6 As shown, the oil seal assembly of the automobile hydraulic shock absorber includes an oil seal frame 17 and an oil seal frame cover 18 arranged at the lower end of the piston cylinder. The oil seal frame 17 ensures the stability and effectiveness of the oil seal, and the oil seal frame cover 18 supports the oil seal frame 17 to prevent it from falling and further enhance the sealing performance.

[0088] Furthermore, in another embodiment, Figure 1-6 As shown, a built-in bypass mark ring 34 is provided on the top of the piston cylinder 9 of the automobile hydraulic shock absorber. The built-in bypass mark ring 34 is used for identification and positioning. On the one hand, it indicates that the shock absorber type is a built-in bypass shock absorber. On the other hand, it is used to position the installation of the upper lifting ear assembly.

[0089] As can be seen from the above embodiments, the automobile hydraulic shock absorber with built-in compression limiter and tension limiter structure is suitable for high-performance competitive (racing) vehicles. The main technical features of the automobile hydraulic shock absorber are as follows:

[0090] 1. Overall Structure: The compression limiter assembly includes a built-in bypass pin fixed to the top of the piston barrel 9 and tightly secured to the upper lifting lug 2 via threads. Another movable component (the piston rod) is flexibly positioned within the piston barrel 9. These two components work together to precisely limit the compression stroke. The tension buffer assembly 16 contacts the built-in bypass piston 15, which in turn contacts the rebound valve plate assembly 14. The rebound valve plate assembly 14 contacts the piston 13, which in turn contacts the compression valve plate assembly 12. These components are secured to the piston rod 10 via a nut 11 and can precisely reciprocate within the piston barrel 9 in response to the magnitude of the resistance.

[0091] 2. Component Connection and Collaboration: The tension buffer assembly 16 is in close contact with the internal bypass piston 15. Above this internal bypass piston 15, the rebound valve plate assembly 14, piston 13, and compression valve plate assembly 12 are arranged in sequence. These key components are securely fastened to the piston rod 10 via a nut 11. They enable precise and efficient reciprocating motion within the piston cylinder 9, tailored to the level of resistance encountered during driving. This close connection and collaborative operation ensures the shock absorber's swift and accurate response under diverse road conditions and extreme driving scenarios, providing stable and consistent damping for race cars.

[0092] 3. Oil Circuit Design and Operating Principle: A carefully designed oil passage hole is located in the piston rod 10. Under normal driving conditions, oil flows smoothly through the hole and into the orifice of the internal bypass piston 15, ensuring smooth and appropriate damping adjustment, ensuring comfortable and controllable racing during normal driving. However, when the car is subjected to extreme driving conditions, such as severe collisions or high-speed jumps, and the shock absorber's travel reaches its limit, the internal bypass needle 6 precisely penetrates the hole in the piston rod 10, effectively blocking the oil passage hole. At this point, the oil is forced to reroute through the V-groove orifice in the piston 13. Due to the design of the V-groove orifice, the contact area between the oil and the piston is significantly increased, generating a strong damping force. This design effectively limits excessive compression and extension of the shock absorber, preventing it from exceeding safe limits, protecting the shock absorber's internal structure and the car's overall suspension system from damage, while ensuring stable handling performance under extreme conditions.

[0093] 4. Stretch Cushioning Mechanism: The stretch cushioning assembly 16 and the internal bypass needle 6 play a key role in the shock absorber's stretching stroke. Together, they form a unique stretch hydraulic cushioning system. When the shock absorber is in a stretched state, the stretch cushioning assembly 16 initially absorbs some of the energy. The internal bypass needle 6 then intervenes according to the degree of stretch, adjusting the oil flow and damping force to effectively limit excessive stretch and ensure smooth and reliable recovery of the shock absorber.

[0094] 5. Performance advantages:

[0095] Precise travel control: Built-in compression and tension limiters control shock absorber travel to extremely tight tolerances, ensuring stable suspension geometry under extreme conditions and enhancing handling accuracy and predictability.

[0096] Flexible damping adjustment: The unique oil circuit design and adjustable components enable the driver to quickly and precisely adjust the damping characteristics of the shock absorber to achieve optimal suspension tuning based on different track conditions (such as curve radius, road surface smoothness, slope, etc.) and personal driving style.

[0097] Excellent heat dissipation performance: The optimized structure and material selection enable the shock absorber to quickly dissipate the heat generated inside when working at high intensity, maintain a stable operating temperature, and avoid performance degradation and component damage due to overheating.

[0098] High reliability and durability: The use of advanced materials and manufacturing processes ensures that the shock absorber can withstand long-term, high-frequency severe impact and vibration, greatly extending its service life, reducing maintenance costs and the risk of failure during competition.

[0099] In summary, the automobile hydraulic shock absorber of the utility model has built-in compression limiter and tension limiter structure, and is a high-performance shock absorber for competitive (racing) vehicles. Through innovative structural design, optimized material selection and advanced manufacturing technology, it provides excellent shock absorption performance and reliable control guarantee for competitive (racing) vehicles.

[0100] Materials and manufacturing process of the automotive hydraulic shock absorber:

[0101] In order to meet the stringent requirements of competitive (racing) cars, the utility model has been carefully optimized in terms of material selection and manufacturing process.

[0102] The piston cylinder 9 and the piston rod 10 are made of high-strength, wear-resistant aviation-grade aluminum alloy material and undergo precise forging and heat treatment processes. They not only have excellent strength and hardness, but can also effectively reduce weight and improve response speed.

[0103] The valve plate group and piston are made of high-performance special stainless steel. Through advanced laser cutting and precision grinding processes, their surface flatness and accuracy are ensured to reach the micron level, thus achieving accurate and stable damping adjustment.

[0104] Spring 8 is made of spring steel with ultra-high elastic modulus and fatigue strength. After a special hot forming and cold treatment process, it can maintain stable elastic properties under extreme conditions.

[0105] Sealing rubber rings, buffer pads and other rubber components are made of high-temperature and oil-resistant fluororubber materials and adopt a compression molding process to ensure that they can still maintain good sealing performance and buffering effects under high temperature, high pressure and high-speed movement environments.

[0106] It should be noted that, in this document, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that includes a list of elements includes not only those elements but also other elements not explicitly listed, or elements inherent to such process, method, article, or apparatus.

[0107] Although the embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and variations may be made to these embodiments without departing from the principles and spirit of the present invention, and the scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. An automotive hydraulic shock absorber, comprising a damping device and a spring assembly, wherein the damping device comprises a piston cylinder, a piston rod disposed in the piston cylinder, the piston rod extending downwardly out of the piston cylinder, an oil seal assembly disposed between the bottom of the piston cylinder and the piston rod, an upper lifting lug assembly disposed at the upper end of the piston cylinder, and a lower lifting lug assembly disposed at the lower end of the piston rod, characterized in that: A piston and a built-in bypass piston are provided in the piston cylinder, and the piston and the built-in bypass piston are respectively sleeved on the upper end of the piston rod in upper and lower positions, the outer wall of the piston matches the inner wall of the piston cylinder, and there is a gap between the outer wall of the built-in bypass piston and the inner wall of the piston cylinder; a first throttling hole is provided in the piston, a second throttling hole is provided in the built-in bypass piston, and an oil passage is provided inside the upper end of the piston rod, one port of the oil passage is located at the top of the piston rod, and the other port is connected to the second throttling hole, and a built-in bypass needle is provided on the lower side of the upper lifting ear assembly. As the piston rod moves upward, the built-in bypass needle can block the oil passage so that the oil no longer passes through the second throttling hole.

2. The automotive hydraulic shock absorber according to claim 1, characterized in that: The spring assembly includes a spring sleeved outside the piston cylinder and the piston rod, the outer wall of the piston cylinder is provided with a thread, a spring adjustment disk is screwed on the upper part of the piston cylinder, and a spring combination support is sleeved on the lower part of the piston rod; a silent tube sleeve group is also sleeved outside the piston cylinder and clamped on the spring.

3. The automotive hydraulic shock absorber according to claim 2, characterized in that: A rubber buffer pad is sleeved on the piston rod at a position above the spring assembly support.

4. The automotive hydraulic shock absorber according to claim 1, characterized in that: It also includes a pressure buffer device, which includes a nitrogen tank. The nitrogen tank is connected to the interior of the piston cylinder through an oil pipe.

5. The automobile hydraulic shock absorber according to claim 4, characterized in that: An elbow assembly is provided on the upper lifting ear assembly, an adjustable valve seat is provided on the nitrogen tank, a compression adjustment button is provided on the adjustable valve seat, the adjustable valve seat is connected to a pipe joint assembly, and the oil pipe is connected between the elbow assembly and the pipe joint assembly; a nitrogen tank cover is provided at the rear end of the nitrogen tank, and an air chamber piston is provided in the nitrogen tank.

6. The automotive hydraulic shock absorber according to claim 1, characterized in that: The upper lifting ear assembly includes an upper lifting ear, a bushing is provided in the ear hole of the upper lifting ear through a retaining spring; an upper plate is provided on the upper part of the upper lifting ear, and an upper plate spacer is provided between the upper plate and the upper lifting ear, and a sealing rubber ring is provided between the upper plate spacer and the ear hole of the upper lifting ear.

7. The automotive hydraulic shock absorber according to claim 1, characterized in that: The lower lifting ear assembly includes a lower lifting ear arranged at the lower end of the piston rod, and a lifting ear extension tube is sleeved on the position of the piston rod located on the upper side of the lower lifting ear; a transverse pin is provided in the ear hole of the lower lifting ear, and a transverse pin retaining ring is provided on one side of the ear hole of the lower lifting ear.

8. The automotive hydraulic shock absorber according to claim 1, characterized in that: A rebound valve plate group is provided between the piston and the built-in bypass piston, and a tension buffer component is provided on the lower side of the built-in bypass piston; a compression valve plate group is provided on the upper side of the piston, and a nut screwed on the piston is provided on the upper side of the compression valve plate group.

9. The automotive hydraulic shock absorber according to claim 1, characterized in that: The oil seal assembly includes an oil seal frame and an oil seal frame cover arranged at the lower end of the piston cylinder.

10. The automobile hydraulic shock absorber according to claim 1, characterized in that: A built-in bypass ring is provided on the top of the piston cylinder.

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